WO2011079904A1

WO2011079904A1 - Climate control system for a vehicle and method for controlling temperature

Info

Publication number: WO2011079904A1
Application number: PCT/EP2010/007565
Authority: WO
Inventors: Otfried Schwarzkopf
Original assignee: Voss Automotive Gmbh
Priority date: 2009-12-30
Filing date: 2010-12-11
Publication date: 2011-07-07
Also published as: CN102781693B; CN102781693A; US20120304674A1; EP2519415B1; EP2519415A1; DE102009060860A1

Abstract

In a climate control system (1) for a vehicle, comprising at least one refrigerant circuit (2), at least one temperature control circuit (3, 7, 8, 90, 100, 110) for controlling the temperature of a vehicle inner chamber (4), and at least one vehicle component (6, 600, 601), in particular of an electric vehicle or hybrid vehicle, at least one device (42) for absorbing heat from the temperature control circuit (3, 7, 8, 90, 100, 110) and at least one device (21) for releasing heat to the temperature control circuit (3, 7, 8, 90, 100, 110) are provided. In a method for controlling the temperature of vehicle components using at least one refrigerant circuit (2) and at least one temperature control circuit (3, 7, 8, 90, 100, 110), heat is absorbed from the temperature control circuit into the refrigerant circuit on the low-pressure side of the refrigerant circuit, and heat is released to the temperature control circuit by the refrigerant circuit on the high-pressure side of the refrigerant circuit.

Description

Air conditioning system for a vehicle as well

Method for tempering

The invention relates to an air conditioning system for a vehicle having at least one refrigerant circuit and at least one temperature control circuit for controlling the temperature of a vehicle interior and at least one vehicle component,

in particular an electric or hybrid vehicle, a method for

Temperature control of vehicle components using at least one refrigerant circuit and at least one Temperierkreislaufs and a vehicle with such an air conditioning system.

Air conditioning systems for vehicles and methods for air conditioning of vehicle interiors are known

EP 0 991 536 B1 discloses a vehicle air conditioning system and a method for heating a coolant of a drive unit. The vehicle air conditioner in this case has a refrigerant circuit consisting of at least one condenser, an expansion element, an evaporator, a compressor and a

Capacitor bridging bypass line and a bypass valve for opening and closing the bypass line, wherein in the refrigerant circuit, a heat exchanger is arranged, which can be acted upon on the one hand by the refrigerant and on the other hand by a coolant of a drive unit. The heat exchanger in the refrigerant circuit is arranged between the compressor and the condenser. For heating the coolant of the power plant is via the heat exchanger by compressing the refrigerant in the

Compressor brought the refrigerant to a higher pressure, whereby it heats up, thus heat is generated and is transferred from the refrigerant to the coolant, for faster heating of the drive unit. During the heating phase of the coolant, the capacitor is bypassed and in the

Compressor generated heat either exclusively in the heat exchanger to the coolant or through the evaporator to the air flowing through the evaporator air. From DE 102 07 128 A1 discloses a vehicle air conditioner, in particular C0 ₂ - air conditioning, known, the refrigerant circuit a compressor, a

Refrigerant cooler, an internal Wärmetaucher between coolant radiator and evaporator side, an expansion valve and an evaporator, wherein to switch the air conditioning from the cooling mode in the heating operation between

Compressor and refrigerant radiator is integrated with an engine-side cooling circuit corresponding additional Wärmetaucher. The additional heat exchanger is followed by an expansion valve, by means of which in the heating operation, the refrigerant can be throttled to a lower pressure. The additional expansion valve is part of a bypass line branching off from the refrigerant line between the additional heat exchanger and the refrigerant cooler. This is connected in parallel to the refrigerant line with bridging a arranged in this shut-off valve.

DE 44 089 60 C1 discloses a device for cooling a traction battery, in particular for an electric vehicle. Here, a battery cooling circuit is provided, which has an air-cooled heat exchanger and a battery-operated circulation pump. Furthermore, a cooling unit with a

battery-driven compressor, a condenser, an expansion valve and an evaporator, which is serially introduced to a battery cooling coil section and the air-cooled heat exchanger in the battery cooling circuit, with the latter in thermal contact. In the battery cooling circuit, a bypass line is provided to bypass the air-cooled heat exchanger, in front of which a switching valve is arranged.

Especially battery systems for hybrid, electric vehicles and vehicles with

Fuel cell drive and battery carry the requirement, a

Temperature control of the battery, so a heating and cooling of the battery, regardless of any generated engine heat to provide, since especially in electric vehicles such engine heat, as obtained in vehicles with internal combustion engines, no longer occurs. For hybrid vehicles, the engine heat may be used to heat the battery. Basically, there is no engine heat available for heating a passenger compartment in the mentioned vehicle types. The energy store currently most commonly used in hybrid vehicles is a nickel metal hydride (NiNH) battery. Furthermore, the provision of sodium-nickel-chloride batteries (NaNiCI batteries) in the field of so-called smart ed is known. These batteries have a high energy density of 90 to 140 Wh / kg but with a high operating temperature. Therefore, heating is required to maintain the operational readiness of these batteries when the vehicle is at rest. Lithium-ion batteries currently have the highest

Energy density of all available rechargeable energy storage on.

Compared to conventional nickel-metal hydride batteries, the lithium-ion high-voltage batteries have a higher energy density and better

electrical efficiency at the same time compact dimensions and low weight. The specific energy density here can be, for example, 120 to 150 Wh / kg. Cooling and heating of these batteries is therefore particularly important for maintaining the operational readiness.

With the known vehicle air conditioning systems described above or the device for cooling a traction battery, it is not possible to

To ensure operational readiness of particular batteries with a high energy density, since it is possible with any of the systems not only to cool such batteries, but also to heat and at the same time to temper the vehicle interior, all functions are also available independently.

The present invention is therefore based on the object

Air conditioning system and provide a method for controlling the temperature of components of a vehicle, in which a respectively desired or required during operation tempering individual components of the vehicle, such as batteries, fuel cells, power electronics, DC / DC converter, for example

Fuel cells, fluid systems, etc. and a vehicle interior

independently by providing a single system.

The object is for an air conditioning system according to the preamble of

Claim 1 solved by at least one device for Heat absorption of the temperature control circuit and at least one means for heat dissipation to the temperature control circuit are provided. For a method according to the preamble of claim 11, the object is achieved in that heat from the temperature control circuit on the low pressure side of

Refrigerant circuit is absorbed in these and heat to the

Temperierkreislauf is discharged from the high pressure side of the refrigerant circuit of this. Further developments of the invention are in the dependent

Claims defined.

This creates an air conditioning system, in particular for a vehicle, in which at least one refrigerant circuit and at least one

Temperature control circuit are coupled together so that both heating and cooling of vehicle components, such as batteries, fuel cells, power electronics, fluid systems, etc., and a vehicle interior

as needed with one and the same system is possible. About the switched between the refrigerant circuit and the components to be tempered heat transfer in the form of tempering the entire

Temperature control, ie heating and cooling, of the vehicle components.

Components which can be tempered individually or in any desired combination with one another by means of the air conditioning system are, in addition to batteries and an internal combustion engine, for example electric motors, converters, the power electronics of the vehicle, electrically operated ancillary units and fuel cells. When combining at least two components

Together, a series or parallel connection of the components can be provided. Also, any fluid system by means of

Air conditioning system to be tempered.

It is with the air conditioning system according to the present invention thus in contrast to the prior art of EP 0 991 536 B1 not only a heat supply to the drive unit possible, also not only an air conditioner is provided with a switch from cooling to heating mode, as in DE 102 07 128 A1 described, but a clever at least two interlocking refrigerant circuit and

Temperierkreislauf, so that this heat supply and heat dissipation is made possible to and from the temperature control circuit to and from the refrigerant circuit. The vehicle components can thus be both cooled and heated, alternately during operation, to allow optimum adaptation to the respective external requirements and to ensure the operational readiness of the vehicle components. The vehicle components can be kept at an optimum temperature regardless of external weather conditions. At the same time an optimal air conditioning of the vehicle interior is possible.

To a particularly simple adaptation to the respectively required

Operating state of the vehicle components and the vehicle interior to make at least one device for switching on and off of at least one component and / or a subcircuit or cycle of the air conditioning system is advantageously provided, in particular at least one bypass valve and / or multi-way valve and / or a bypass line. The individual elements or components of the refrigerant circuit, which can be accessed by the temperature control circuit for heat exchange, as well as individual components of the two circuits themselves, can thus be switched on and off or bridged, depending on the particular desired

Operating state of heating and / or cooling of the vehicle components and the vehicle interior.

The device for absorbing heat from the temperature control circuit is advantageously a low-pressure-side heat exchanger, in particular an evaporator, and / or the device for dissipating heat to the temperature control circuit

hochd back heat exchanger of the at least one refrigerant circuit, in particular a desuperheater or condenser. Refrigerant circuit, for example, part of a vehicle air conditioning system, the so-called. Airconditioning or

Cooling system and heat pump mode can run, and temperature control, can lie together so that advantageous over an evaporator one

Heat transfer from the temperature control circuit to the refrigerant circuit is possible. The temperature control circuit may further comprise a radiator, which communicates with the ambient air, and a heating heat exchanger, which communicates with the

Vehicle interior communicates include. It can be a unit be provided to the heating heat exchanger of the temperature control circuit and an evaporator of the refrigerant circuit. As a result, both a heating and a cooling of the vehicle interior is possible. The refrigerant circuit advantageously further comprises two refrigerant coolers or condensers, wherein the first

Refrigerant cooler or -entheater is further advantageously arranged in the flow direction behind a compressor, so that he high-pressure side to

Heat transfer to the temperature control can serve. The second

Refrigerant cooler can act as an evaporator (in heat pump mode) or as a condenser or condenser or refrigerant. He is in

Flow direction behind the first refrigerant radiator and before the associated with the temperature control circuit first evaporator or arranged between this and the second refrigerant radiator

Expansion valve arranged.

Further advantageously, a unit may be provided from the cooler of the temperature control circuit and the second refrigerant cooler, wherein this unit is tempered by the ambient air, that is cooled or also, for example. regarding the

Heat pump, can be heated.

Further advantageously, an inner heat exchanger can be provided, which is integrated in the refrigerant circuit. This is arranged in the flow direction behind the second refrigerant cooler and behind a second evaporator, so that an internal heat exchange between the back and the back flowing

Refrigerant or between the high pressure side and the low pressure side is possible. The two evaporators can be connected in series or operated in parallel, with the latter variant being preferred in most cases. In order to provide applications in which the inner heat exchanger is bridged, as in the heat pump mode, a bypass valve is advantageously arranged in the flow direction behind the second refrigerant radiator. at

Bridging the inner heat exchanger, refrigerant from the second refrigerant cooler can be returned directly to the compressor. A

Heat absorption takes place at the second refrigerant cooler and a heat output at the first refrigerant cooler. After the first refrigerant cooler, the refrigerant is expanded and the second refrigerant cooler is then on the low pressure side arranged. With such a structure is a heating of the

Vehicle components and the vehicle interior possible.

Furthermore, a bypass valve and / or a bypass line for bridging the expansion valve in the flow direction behind the first refrigerant radiator is advantageously provided. In particular, when cooling components of the vehicle and simultaneously heating a vehicle interior, when bypassing the expansion valve via the bypass valve, refrigerant may flow from the first refrigerant radiator directly to the second refrigerant radiator under high pressure. The second refrigerant cooler then acts as a condenser and causes a heat release and liquefaction of the refrigerant. For this operating condition of the cooling of the vehicle component and simultaneous

Beheizens of the vehicle interior, a pressure decrease takes place advantageously only behind the second refrigerant radiator before the first evaporator via the second expansion valve advantageously provided there.

It can be provided in the refrigerant circuit, a parallel connection of two evaporators. This proves to be particularly beneficial to both

To operate refrigerant circuits independently of each other. In this case, two expansion valves are advantageously arranged between the second refrigerant cooler and the respective evaporator, wherein the refrigerant flow downstream of the second refrigerant cooler can correspondingly divide into two mass flows, depending on how the air conditioning system is operated. If a cost-effective solution is to be selected here, a series connection of two evaporators of the at least one refrigerant circuit can be provided. In the latter solution, the division of the mass flow and the expansion valve before the second evaporator can be omitted. The provision of two expansion valves makes it possible to expand to different pressures on the low pressure side.

Advantageously, only a tempering circuit for cooling and heating of the components of the vehicle, such as the battery, fuel cells, etc. is provided. Bridging valves and bypass lines are used for selectively switching on and off of individual elements of the temperature control and the refrigerant circuit and for selectively switching on and off of components to be tempered.

Further advantageously, the temperature control for tempering of

Vehicle components include a cooling circuit and a heating circuit, which then each individually to the means for heat absorption of the

Temperature control circuit and the device for heat dissipation to the

Temperierkreislauf access.

Furthermore, the temperature control circuit can comprise two cooling circuits for operating components of a vehicle, in particular a hybrid vehicle, at different temperature levels. Such different

Temperature levels are interrogated especially in a hybrid vehicle, since an internal combustion engine operates at a different temperature level, namely, usually a cooling to about 90 ° C, than the others

Vehicle components such as battery, fuel cell, power electronics, fluid systems etc.

It is also possible, individual components of the air conditioning system, air conditioning or refrigeration system or heat pump in two or possibly more

Divide cycles.

As a further advantage, it proves to provide the one or more pumps and one or more compressors of the circuits and subcircuits electrically operable or driven, since these can be operated very well with low energy input and are particularly suitable for electric vehicles.

A refrigerant which can be used in the refrigerant circuit is advantageously selected from C0 ₂ or R744, a hydrofluoroolefin, such as HFO-1234yf

Tetrafluoroethane, such as 1, 1, 1, 2-tetrafluoroethane or R134a. C0 ₂ is a high-pressure refrigerant which operates in the supercritical range, whereas

HFO-1234yf and R134 are refrigerants that operate in the subcritical range. For example, a cooling water with added antifreeze is suitable for the temperature control circuit.

In principle, even a direct cooling of components, especially a battery, of the refrigerant circuit with bypassing the heat transfer or

Temperierkreislaufes done. In this case, however, additional measures for adaptation or to compensate for the different pressures prevailing in the refrigerant circuit and the components are then to be taken.

For a more detailed explanation of the invention are hereinafter

Embodiments of this will be described in more detail with reference to the drawings. These show in:

Figure 1 is an overall view of a first embodiment of a

air conditioning system according to the invention,

Figure 2 shows the overall view of the air conditioning system according to Figure 1 for the operating state of heating a battery and the

Heating a vehicle interior,

FIG. 3 shows the overall view of the air-conditioning system according to FIG. 1 for the operating state of the cooling of the battery and of the heating of the vehicle interior,

FIG. 4 shows the overall view of the air conditioning system according to FIG

the operating state of the cooling of the battery and the heating of the vehicle interior,

5 shows the overall view of the air conditioning system according to FIG. 1 for the operating state of the cooling of the battery and the cooling of the vehicle interior, FIG. 6 shows an overall view of a second embodiment of an air conditioning system according to the invention with two separate heating and cooling circuits,

Figure 7 is an overall view of a third embodiment of a

Air conditioning system according to the invention for a hybrid vehicle with two cooling circuits and a heating circuit, and

Figure 8 is an overall view of another embodiment of a

Air conditioning system according to the invention for a hybrid vehicle with a series circuit of two evaporators of

Refrigerant circuit.

Figure 1 shows a schematic diagram of an air conditioning system 1 with a

Refrigerant circuit 2 and a temperature control circuit 3. The refrigerant circuit may for example be part of a vehicle air conditioner FK, which is operable in Airconditioning- and heat pump mode. The refrigerant circuit 2 comprises a compressor 20, a first refrigerant cooler 21, a first expansion valve 22, a second refrigerant cooler 23, which is operable as a condenser or evaporator (in heat pump mode) depending on the mode. Parallel to that

Expansion valve 22, a bypass line is arranged with a lock-up valve 24. The refrigerant circuit 2 further comprises, in the flow direction of the refrigerant behind the second refrigerant cooler 23, an inner heat exchanger 25. This is merely optional and can be bridged by providing a bypass valve 26 as shown in FIG. 1, in which case a return of refrigerant from the second refrigerant cooler 23 to the

Compressor 20 via a line 51 is possible. The second refrigerant cooler 23 is operated in the heat pump mode as an evaporator, wherein the

Heated refrigerant.

Behind the inner heat exchanger 25 branches the

Refrigerant piping system via a three-way valve 27 in two lines. Instead of the three-way valve can also be another valve or another

Wiring be provided here. Both lines 28, 29 include one expansion valve each. These two expansion valves 40, 41 lead to two evaporators, the first evaporator 42, which communicates with the temperature control circuit 3, and the second evaporator 43, which can be used for controlling the temperature of the vehicle interior 4. The second evaporator 43 together with a heating heat exchanger 30 of the temperature control circuit 3 together form a heating / cooling unit 31 for controlling the temperature of the vehicle interior 4. The heating / cooling unit 31 furthermore comprises a fan or a fan 32.

For returning the refrigerant exiting behind the evaporator 43 to the compressor 20 there is provided a further three-way valve 44. The outgoing from this line 45 leads to the inner heat exchanger 25. The other of the three-way valve 44 outgoing line 46 is connected to the first evaporator 42. This is the reason why the cooling circuit is closed.

The temperature control circuit 3 comprises in addition to the already mentioned

Heater 30, a bypass valve 33 for this. Furthermore, the temperature control circuit 3 comprises a cooler 34 with fan or blower 35, which is in communication with the environment 5 or ambient air. The radiator 34 and the second refrigerant radiator 23 may also be used as a unit for

Heat absorption and -abgäbe from or from the environment 5 are operated.

The first evaporator 42 of the refrigerant circuit 2, via which a heat exchange with the temperature control circuit 3 can take place, can be bridged by a coolant flow from behind the radiator 34 lying bridging valve 36. In the branches of the radiator 34 to the bypass valve 36 and To the evaporator 42 going line 64 may be provided not shown in Figure 1 three-way valve or other type of valve.

Also via the first refrigerant cooler 21, a heat exchange of the

Refrigerant circuit done with the temperature control. Here is one

corresponding line 37 from the temperature control circuit to the first

Refrigerant cooler 21 and back to the temperature control provided. Likewise, however, a bridging of the first refrigerant radiator by the temperature control via a bypass valve 38 is possible. Thus, must not in every case a heat exchange with the first refrigerant cooler 21 done. In the following, various operating states will be explained in more detail.

The respective heat transfer component of the

Air conditioning system can be operated in DC, countercurrent or cross flow. Depending on the heat exchanger or exchanger, other operating modes are also possible.

FIG. 1 also shows by way of example a battery 6 as a component of a vehicle to be tempered, which is integrated in the temperature control circuit 3.

Alternatively or additionally, other components 600, 601 of a vehicle can be tempered via the air conditioning system 1, such as the power electronics of the vehicle, fluid systems, fuel cells, etc. These individual components can be connected in parallel or in series, ie integrated into the air conditioning system. Also, other heat exchangers can be switched on here. These can, for example, temper another fluid for cooling and / or heat transfer. In order to enable such a connection to and removal from the air conditioning system, each bridging valves are provided here. An example is a

Bridging valve 39 arranged to bypass the battery 6 in the flow direction of the coolant behind the lock-up valve 38. The coolant can thus either flow past the battery 6 or be used for temperature control of this. Instead of lock-up valves, other types of valves may be used here, such as e.g. Way valves.

Most batteries, especially electric vehicles or

Fuel cell vehicles require temperatures of 15 - 35 ° C for safe operation. If these are not present due to the ambient temperatures, which may vary, for example, between -20 ° C and +40 ° C, a temperature of the battery or the other components of the vehicle, as mentioned above, is required. At the same time, depending on the prevailing ambient temperatures, an air conditioning of the vehicle interior is desired with temperatures generally between 16 ° C and 25 ° C lie. Thus, various operating conditions of battery or other

Vehicle components and circuits and the vehicle interior are queried, which will be explained in more detail below with reference to Figures 2-8. Possible operating conditions can be the cooling of the battery or components and circuits as well as the vehicle interior, the cooling of only the

Vehicle interior, the cooling only the battery or the other components and circuits of the vehicle, the cooling of the battery or

other components and cycles of the vehicle in connection with the heating of the vehicle interior, the heating of both the battery and

Components and circuits of the vehicle so also the

Vehicle interior, the heating only the vehicle interior and further heating only the battery or other components and circuits of the vehicle to be.

FIG. 2 shows the operating state of the heating of the battery 6 as an example of one or more of the temperature-controllable components and of the

Vehicle interior 4, which includes the heating of the vehicle interior and the temperature control circuit. Hereinafter, the battery is representative of one or more of the components of the vehicle to be tempered. The refrigerant flowing in the refrigerant circuit 2 is in this case compressed via the compressor 20, so that the refrigerant is present at point A behind the compressor 20 at high pressure and in the superheated state in gaseous form. In this state, the refrigerant enters the refrigerant radiator 21. In this is a

Heat transfer via the line 37 to the temperature control circuit 3 possible. The lock-up valve 38 is thus closed, so that in the as

Heat exchanger formed refrigerant radiator 21 emitted heat via the lines 60, 61 can reach the battery 6. Over here is thus one

Heating the battery, as well as other components of the vehicle possible.

Further heat dissipation can take place via the heating heat exchanger 30 to the vehicle interior 4 via the line 62 leading from the battery to the heating heat exchanger. So here is not in the battery for

Heating removed heat to the heat exchanger 30 on directed. If the battery heats up during operation, this heat can also be released to the coolant in the line 62 and thus to the

Heat exchanger 30 reach. A heating of the vehicle interior 4 via the heating heat exchanger 30 takes place in particular with the involvement of the fan 32 or a corresponding blower, which allows heated air to flow into the vehicle interior. About the heater core, this air is heated and the fan or the fan 32 in the

Vehicle interior 4 blown.

The cooled due to the heat in the heat exchanger 30 coolant passes via the line 63 to the radiator 34. The ambient air of the environment 5 can be used here for cooling the coolant. In particular, a heating of the battery and the vehicle interior always takes place when the actual value of the temperature is below the predetermined desired value of the temperature

The cooled coolant passes from the radiator 34 via the line 64 and the closed lock-up valve 36 directly back to the first

Refrigerant cooler 21 to be heated in this again. For conveying the coolant through the temperature control circuit, a pump 10 is provided in the example shown, which is driven by an electric motor. It is also possible to provide self-contained circulation, e.g. at

evaporating coolant.

In principle, heat is transferred to the temperature control system via the refrigerant cooler 21. This can be done on the one hand during operation of the air conditioning system as a refrigeration system and on the other hand when operating as a heat pump, which will be described below.

Due to the heat release in the refrigerant radiator 21, the refrigerant is present at the point B in the line 48 led from the refrigerant cooler 21 to the expansion valve 22 before the expansion valve 22 under high pressure, but at a lower temperature than at the point A. About the expansion valve 22 is a decrease in pressure, so that the refrigerant at point C behind the Expansion valve is present under a low pressure. In the line 49, the refrigerant is then present as wet steam and passes as such in the second refrigerant radiator 23. The refrigerant radiator 23 acts here as an evaporator, so that a heat is applied. The heat required for the evaporation is in particular removed from the ambient air. The second refrigerant radiator 23 and the radiator 34 are so far taken together as a unit, since both a

Heat exchange with the ambient air 5 can make.

In the line 50 and at the point D behind the second refrigerant cooler 23, the refrigerant is indeed under low pressure, but with respect to point C increased temperature due to the heat absorption before. The refrigerant is returned via the bypass valve 26, which is closed for this purpose, directly to the compressor 20 via the line 51. In front of the compressor at point E, the refrigerant is thus under low pressure and with about the like

Temperature as at point D, so that subsequently via the compressor 20, the heating and setting of the refrigerant can again take place under high pressure, as described above.

The first refrigerant cooler 21 may be embodied in different ways, according to a variety of heat exchanger principles. In particular, it may be formed as a countercurrent, DC or cross-flow heat exchanger. The second refrigerant cooler 23 may, as already mentioned above, be operated both as a condenser and as an evaporator, depending on which state (high pressure or low pressure) the refrigerant has when entering the refrigerant cooler 23 and in what form it from the Refrigerant cooler 23 is to be delivered.

Figure 3 shows another operating condition, namely the cooling of the components of the vehicle, illustrated here by the example of the battery 6, and the heating of the vehicle interior 4. In the illustrated

Embodiment, this operating state takes place without participation of

Refrigerant circuit 2. Here only serves the coolant for cooling the battery and heating the vehicle interior. The coolant is cooled by the ambient air 5 via the radiator 34 and passes via the line 64, the Bypass valve 36 and the lock-up valve 38, both

Here, it serves to cool the battery, but takes on the heat exchanger principle, the excess heat of the battery so that it flows at elevated temperature through the line 62 to the heater core. Over this, the excess heat can be used by heating the air in the vehicle interior to heat it. On the

Heating heat exchanger 30 is thus discharged heat into the vehicle interior 4. In line 63, the coolant is thus reduced

Temperature returned to the radiator 34, where the cycle can start again.

An alternative variant for cooling, for example, the battery 6 and heating the vehicle interior 4 is shown in the Verschaltungsplan according to Figure 4. In this embodiment, the refrigerant circuit 2 is involved in the heat transfer. Via the compressor or gas compressor 20, the refrigerant gas is compressed, so that it, as explained above for Figure 2, at point A behind the compressor 20 is present in gaseous form under high pressure and superheated. In this state, the refrigerant enters the refrigerant radiator 21, in which, however, in the present case, no heat is transferred to the temperature control circuit 3, since it is indeed through the refrigerant, but not through the coolant flows through. Rather, the refrigerant passes via line 48, still under high pressure, to the now closed lock-up valve 24. Thus, the expansion valve 22 is bypassed. At point C in line 49 is the

Refrigerant still under high pressure and passes as still superheated gaseous medium in the refrigerant radiator 23. This serves as a condenser or condenser, with heat is released to the ambient air. An additional heat transfer to the low pressure side of the

Refrigerant circuit can still take place via the inner heat exchanger 25, through which the refrigerant flows subsequently. The still under high pressure refrigerant then passes through the three-way valve 27 and the line 28 to the expansion valve 40, in which a pressure reduction takes place at a constant temperature. At the point F behind the expansion valve 40 in the line 52, the refrigerant is present under low pressure. From the expansion valve 40, the refrigerant passes to the evaporator 42, in which a heat absorption takes place at low pressure. The heat is provided by the coolant in the temperature control circuit 3. For this purpose, the coolant is passed behind the radiator 34 via the evaporator 42, wherein the lock-up valve 36 is opened. The correspondingly cooled coolant can be pumped via the pump 10, the lock-up valve 38, the lines 60 and 61 to the battery, where it serves to cool them.

The refrigerant heated in the evaporator 42 is downstream of this at the point G under low pressure and is returned via the conduit 46 and the three-way valve 44 to the inner heat exchanger 25 and from there to the compressor 20. In the inner heat exchanger 25, heat exchange with the refrigerant flowing from the refrigerant cooler 23 to the expansion valve 40 may be performed. The inner heat exchanger can basically be omitted.

From the battery 6 or the other to this in series or parallel components 600, 601 of the vehicle, the coolant flows to the

Heating heat exchanger 30 to heat the vehicle interior 4 about this. Subsequently, the correspondingly cooled coolant is pumped back via the line 63 to the radiator 34.

FIG. 5 shows the air-conditioning system with the respectively effective components or elements of the system for the operating state of cooling the battery 6 or of components or fluid systems or fuel cells etc. of the vehicle as well as the cooling of the vehicle interior 4

Refrigerant circuit 2 in this case both evaporators 42, 43 as well as both refrigerant coolers 21, 23 and the optionally provided inner heat exchanger 25 are effective. The refrigerant is compressed in the compressor 20 and is thus at point A under a high pressure and in a highly superheated state in gaseous form. Via the line 47, the refrigerant then enters the first refrigerant cooler 21. In this no heat exchange with the temperature control circuit 3, since the coolant does not flow through the refrigerant cooler 21. Rather, that gets Further, refrigerant under high pressure via the bypass valve 24 to the second refrigerant radiator 23. The refrigerant radiator 23 acts as a condenser or condenser, wherein the hot gas can give off its heat to the ambient air and condenses. Thus, the refrigerant is at point D behind the refrigerant cooler 23 while still under high pressure, but with a reduced

Temperature in the largely liquid state before. Via the line 50, it is fed to the inner heat exchanger 25, in which a heat exchange can take place with the refluxing refrigerant mentioned below. Behind the inner heat exchanger 25, two mass flows, the both via the three-way valve 27 both the expansion valve 40 and the

Expansion valve 41 are supplied. In both expansion valves, the high pressure is reduced to a low pressure while at the same time

Temperature decrease of the refrigerant. Via the line 52, the refrigerant is supplied to the evaporator 42 and the line 53 to the evaporator 43. Via the evaporator 42, a temperature increase takes place by heat absorption from the temperature control, wherein the lock-up valve 36 is closed in the temperature control circuit 3 and the coolant through the evaporator 42 for

Heat exchange is passed. As a result, the coolant is further cooled and passes through the open lock-up valve 38 and the lines 60, 61 to the battery 6 and the components to be cooled of the vehicle.

Since no warming of the vehicle interior 4 should take place, the

Heater heat exchanger 30 by opening the lock-up valve 33rd

bridged, so that the heated in the battery or in the other components of the vehicle coolant is fed directly to the radiator 34 again. In this cooling of the coolant takes place with the aid of

Ambient air.

The supplied via the three-way valve 27 to the expansion valve 41

Refrigerant mass flow passes via the line 53 to the evaporator 43, as already mentioned. Here, the liquid refrigerant at low pressure and low temperature evaporates under heat absorption from the vehicle interior air, e.g. in recirculation mode, or the outside or ambient air, the

Vehicle interior is supplied, so that the vehicle interior 4 over this can be cooled. In principle, therefore, there is a cooling over the

Vehicle air conditioning system, wherein the blower or the fan 32 on or may be off.

The heated in the evaporator 43 refrigerant is supplied via the three-way valve 44 of the line 45 again and via this the optionally provided inner heat exchanger 25, in which case a heat exchange with the

flowing refrigerant from the refrigerant radiator 23 can take place. The thus further heated and gaseous refrigerant is in turn fed via the line 51 to the compressor 20, so that here again a compression of the refrigerant in the compressor 20 can take place.

Also from the evaporator 42 is heated under heat absorption

Refrigerant, which has a low pressure at point G, via the line 46 to the three-way valve 44 and via this also via the line 45, the inner heat exchanger 25 and the line 51 again fed to the compressor 20, so that over this, the refrigerant circuit is closed.

As an alternative embodiment variant, the two evaporators 42, 43 can also be operated at different low pressure pressure levels. For this purpose, then in at least one of the two lines 46, 47 a suitable

Control device or at least one check valve for preventing the backflow of the refrigerant in one of the low-pressure circuits inserted. The optionally provided inner heat exchanger 25 is then flowed through by a medium low pressure.

Thus, both battery and vehicle interior can be cooled by appropriately connecting or bridging individual elements of the cooling circuit and the cooling circuit. If in each case only the vehicle components 6, 600, 601 or the vehicle interior are to be cooled or heated, the respective part of the circuit is switched off by opening the lock-up valves 33 and 39, ie not supplied with coolant. Figure 6 shows a variant of the air conditioning system 1, wherein the

Refrigerant circuit 2, but not a Temperierkreislauf 3, but this is provided as a combination of separate cooling circuit 7 and 8 heating circuit. The battery 6 and / or other or other components of a vehicle, which may be connected in parallel or in series thereto, as already mentioned above for the embodiment according to Figure 1, is arranged so that both an integration in the heating circuit 8 and in the cooling circuit 7 is possible. For this purpose, as shown in Figure 6, e.g. two three-way valves 70, 71 arranged in front of and behind the battery, so that over this a supply of

cooling coolant from the cooling circuit 7 as well as heated coolant from the heating circuit 8 is possible.

In the refrigeration cycle 7, which includes the radiator 34 and the line 64 leading to the evaporator 42 and the bypass valve 36 for bypassing the evaporator 42, a line 72 leads from the evaporator 42 and the bypass valve 36 to the three-way valve 70. From this is a line 72 is provided which passes through the battery and via the one

Heat exchange with areas of the or the battery is possible. Via the second three-way valve 71 and a line 73, the coolant is returned to the radiator 34. In order to provide a movement of the coolant in the cooling circuit here, as in the above embodiments, here also a pump 10a is provided, which is preferably driven by an electric motor 11, wherein other types of drive the pump are basically possible. As explained in the two variants according to FIGS. 4 and 5, heat can also be released to the refrigerant in the refrigerant circuit 2 via the evaporator 42 in the case of the cooling circuit 7. Likewise is

Of course, a bridging of the evaporator 42 via the

Bridging 36 possible, as explained above for the two embodiments in Figures 2 and 3.

The heating circuit 8 is provided engaging in the refrigerant circuit 2, that a heat absorption of the first refrigerant cooler 21 in the cold and in the heat pump mode is possible. The battery can be heated with this heat from the refrigerant radiator 21 accordingly. The heating circuit 8 includes, in addition to a line 80, which leads from a pump 10 b for pumping coolant through the heating circuit 8 to the refrigerant radiator 21, wherein the pump is in turn driven by an electric motor 11, a line 81 which from the refrigerant radiator 21 to the Three-way valve 70 leads.

If the battery or other components of the vehicle or fluid systems of the vehicle are not heated, a bypass line 82 is provided, which is provided with a lock-up valve 83. Is this

Bypass valve 83 open, the coolant heated via the refrigerant cooler 21 flows via the bypass valve 83 and a line 84 to the

Heating heat exchanger 30. Accordingly, the heating heat exchanger in recirculation mode or in outdoor air operation, as already described above to Figure 5, heat the vehicle interior 4 by the supplied air is heated. Via a further line 85, the coolant can be returned to the pump 10 and through the line 80 to the refrigerant cooler 21.

Although a warming of the battery, but not the vehicle interior to take place, the lock-up valve 83 is closed and the three-way valve 70 in the direction of the line 72 a, which leads through the battery, opened and closed in the direction of the line 72. In the cooling mode, the three-way valve is closed in the direction of the line 82a and opened in the direction of the lines 72 and 72a. Thus, by means of the heated coolant, the battery or the components to be heated of the vehicle or to be heated

Be heated fluid system of the vehicle. The three-way valve 71 behind the battery is switched for the return of the coolant from the battery back to the pump 10 so that via a further line 86 and another bypass valve 87, which bridges the heater core, a return to the return line 85 and thus to the pump 10th and line 80, corresponding to the refrigerant cooler 21, is thus made possible.

The refrigerant circuit 2 is constructed in principle according to Figure 1 and can also be operated in a corresponding manner. The evaporator 43 can for Cooling of the vehicle interior, as already described above for the embodiment of the air conditioning system according to Figure 1, can be used.

Not only the pumps 10 in the cooling circuit, heating circuit and temperature control are operated by an electric motor, but also advantageously the compressor 20 of the refrigerant circuit 2, in particular in a pure

electric motor driven vehicle. By providing such an electromotive drive for pumps and compressors a particularly good suitability for hybrid vehicles and electric vehicles is given, with only a comparatively low energy consumption for the operation of the pump and the compressor is required.

FIG. 7 shows a further embodiment of the air-conditioning system 1, in which two cooling circuits or temperature control circuits are now provided, this construction being particularly suitable for a hybrid vehicle which

Includes components with different temperature levels. Accordingly, an internal combustion engine 9 is included in the first temperature control circuit 90, which is a motor temperature control circuit. It thus leads in the engine temperature control 90 a line 91 from the radiator 34 to a

Three-way valve 92 and another line 93 through the engine 9 through to another three-way valve 94. Another line 95 leads from the three-way valve 94 via a pump 10 a, which is driven by an electric motor, via a further line 96 to the radiator 34 back. The coolant of the engine temperature control circuit 90 can thus be cooled via the ambient air via the radiator.

The second cooling circuit 100 is provided for the vehicle components, such as battery, fuel cells, power electronics, fluid systems, etc., which is separated from the first temperature control circuit 90 for the internal combustion engine 9. Since the combustion engine operates at temperatures of about 90 degrees Celsius, especially batteries and the other components of the vehicle operate at lower temperatures, especially at temperatures of 15 degrees Celsius to 35 degrees Celsius, these two are separable Cooling circuits or temperature control circuits in a hybrid vehicle makes sense. The second cooling circuit 100 includes the evaporator 42 of the refrigerant circuit 2. The second cooling circuit 100 has a line 101, which through the

Evaporator 42 leads. Behind the evaporator, this line is continued as line 102. It leads to a three-way valve 103, from which a branched by example here, the battery 6 leading line 104. This is one

Supply of cooled coolant to the battery or this in series or parallel connected components 600 of the vehicle, such as in particular a fuel cell, power electronics, etc. possible. For returning the then heated by heat absorption from the battery coolant another three-way valve 105 is provided and connected in the direction of the pump 10c in the second cooling circuit 100. About the evaporator 42, as already explained above to the embodiment of the air conditioning system 1 according to Figure 1 and Figure 6, a heat transfer to the refrigerant circuit 2 and thus cooling the coolant in the coolant circuit 100 for cooling the battery and the other components 600 of Vehicle possible.

In the refrigerant circuit 2, the two evaporators 42, 43 are connected in parallel, wherein a return of the refrigerant to the compressor 20 is controlled by the two evaporators 42, 43 via the three-way valve 44. Heating of the vehicle interior 4 is carried out by the internal combustion engine 9 to the coolant in the line 93 heat emitted, which can be fed via the three-way valve 94 to the heater core 30, instead of flowing directly into the conduit 95. The supply line to the heating heat exchanger 30 then takes place via a line 97. From the heating heat exchanger, a further line 98 leads back to the line 95 of the engine temperature control circuit 90.

If the vehicle interior is not heated, but rather air-conditioned or cooled, the evaporator 43 of the refrigerant circuit 2 or the vehicle air conditioning system is used for this purpose, wherein, as already above to the

Embodiment of the air conditioning system described in Figures 1 and 5, a conduct of refrigerant via the expansion valve 41 and the conduit 53 to the evaporator 43 is carried out. 5

24

Not just a cooling of the battery or the other components of the

Hybrid vehicle is possible, but also a heating of these

Components, here shown in Figure 7 representatively for this by the battery 6, namely on the heating circuit 110. Basically, this can serve not only for the vehicle component, but also for the internal combustion engine 9 to its heating, for example, in the winter as part of a heater. The heating circuit 110 is configured to provide communication via the conduit 93 passing through the internal combustion engine. The coolant flowing from the radiator 34, which cools when the engine 9 is being driven, may be passed through the heating circuit 110, where it is heated by the refrigerant radiator 21, and subsequently via the conduit 93

Internal combustion engine 9 are supplied. For this purpose branches of the

Three-way valve 92 a line 111 of the heating circuit 110 from. This leads through the refrigerant cooler 21, to absorb heat from this. The line leads as a line 112 to a three-way valve 113. From this a line 114 branches off in the direction of the line 93 and a line 115 toward the three-way valve 103. Both lines 114, 115 can be optionally opened when both the battery or Components of the vehicle and the internal combustion engine to be heated, for example, when starting in winter. It is also possible to separate both cooling circuits by a corresponding device or valve position. For example, if battery 6 and

Combustion engine 9 is to be heated, this is usually not the case at the same time, since a drive unit for starting the vehicle is sufficient, so that e.g. first, the internal combustion engine 9 is heated. So it can be a priority circuit of the circuits or to be heated

Components are provided here.

Is subsequently the internal combustion engine sufficiently heated or are

Subsequently, the battery and the other components of the vehicle sufficiently heated, the respective line 114 and 115 via the

Three-way valve 113 are closed. A supply of heated coolant to the battery or the other components of the vehicle via the line 115, the three-way valve 103 and the line 104 through the

Components or the battery through to the three-way valve 105 is possible. From this, the warm coolant is subsequently optionally via a line 116 to the line 93 or via accordingly provided there in the connection to the line 93 three-way valve directly back to

Three-way valve 92 and the line 111 is guided to pass through the of the

Refrigerant cooler 21 emitted heat to be heated.

When heating the battery or the other components of the vehicle, the coolant circuit 100 via the two three-way valves 103 and 105th

off. If neither the internal combustion engine nor the battery or the other components of the vehicle to be heated, the three-way valve 113 corresponding to the line 112 only on the line 114 and this in the region of the connection to the line 93 via a corresponding there also provided, in FIG 7 not shown further three-way valve to the three-way valve 92 and are switched by this on the line 111, so that a closed circuit without further heat loss through

Internal combustion engine or battery or other components of the vehicle takes place.

It can thus also with this embodiment of an air conditioning system with two cooling circuits or Temperierkreisläufen and a heating circuit and the thermally associated hereby refrigerant circuit a temperature of components of the vehicle, in particular the battery,

Fuel cells, power electronics, etc., and the internal combustion engine of a hybrid vehicle and the vehicle interior done by switching on and off of the individual circuits and components of the air conditioning system.

Figure 8 shows a variant of the air conditioning system according to Figure 7, in which case a series connection of the two evaporators 42, 43 instead of

Parallel circuit is provided in Figure 7. The heated by heat absorption from the refrigerant circuit 100 refrigerant in the evaporator 42 is forwarded to the evaporator 43, in which a further heat absorption can take place, if the vehicle interior heat is to be withdrawn, so the heating / cooling unit 31 is to act as air conditioning, so that further heated refrigerant is supplied to the inner heat exchanger 25. From this, the refrigerant may optionally be supplied to the compressor 20 after further heat absorption in the inner heat exchanger 25, as described otherwise to the figures 1 to 5. Since only one expansion valve 40 is provided behind the inner heat exchanger 25, but the three-way valve 27 is omitted, the refrigerant after leaving the refrigerant cooler 23, which can act as a condenser or evaporator, depending on whether the

Expansion valve 22 is bridged by the lock-up valve 24 or not (in heat pump mode), fed via the inner heat exchanger 25 directly to the expansion valve 40. From this the refrigerant gets under

Low pressure and low temperature to the evaporator 42. In this, in turn, a heat absorption from the coolant circuit 100 is possible.

Compared to the embodiment according to FIG. 7, the embodiment according to FIG. 8 with the series connection of evaporators 42 and 43 is a more cost-effective variant, since in particular the second expansion valve 41 and the three-way valve 27 can be dispensed with. Such a solution is also possible in principle for the embodiments in FIGS. 1 to 6 in order in each case to provide a more cost-effective embodiment in these.

Instead of only one refrigerant cooler 21, two heat exchangers may be provided and connected in series. This is a better way

Separation of the components, e.g. the internal combustion engine 9 and the battery 6, possible.

In addition to the variants of air conditioning systems 1 shown in the figures and described above, it is also possible in principle to temper the battery 6 directly via the refrigerant circuit 2, ie bypassing the tempering / cooling circuit or heat transfer circuit 3. However, additional measures are required here take to reduce the pressure prevailing in the refrigerant high pressure for passing through the battery, as this is poorly tolerated by the components to be tempered. Furthermore, in addition to the described embodiments of

Numerous other air conditioning systems are formed, in which in each case at least one device for heat transfer to the Temperierkreislauf and at least one means for heat transfer from the temperature control to the refrigerant circuit are provided. The fans, valve assemblies and conduits shown in the figures and described above are merely exemplary of the connection of the individual components and heat exchangers mentioned

Air conditioning system to view. It is to achieve a temperature corresponding other embodiments possible, as well as the removal and separation of partial circuits or bridged sections, in particular temperature control, the air conditioning system, always always at least one device for heat transfer to the temperature control and

at least one device for heat transfer from the temperature control circuit to the refrigerant circuit is provided.

LIST OF REFERENCE NUMBERS

Cooling system

Refrigerant circuit

temperature control

Vehicle interior

Surroundings

battery

Cooling circuit

heating circuit

internal combustion engine

pump

a pump

b pump

c pump

electric motor

compressor

first refrigerant cooler

first expansion valve

second refrigerant cooler / condenser

bypass valve

internal heat exchanger

bypass valve

Three-way valve

management

Heater core

Heating / cooling unit

fan

bypass valve

cooler

fan

bypass valve

management bypass valve

Bypass valve second expansion valve third expansion valve first evaporator second evaporator

Three-way valve

management

Three-way valve

management

a line

management

a line

bypass valve

management

management 86 line

87 Bypass valve

90 first temperature control / cooling circuit

91 line

92 three-way valve

93 line

94 three-way valve

95 line

96 line

97 line

98 line

100 second cooling circuit

101 line

102 line

103 three-way valve

104 line

105 three-way valve

110 heating circuit

111 line

112 line

113 three-way valve

114 line

115 line

116 line

600 component

601 component (fluid system)

A point behind compressor 20

E point behind first refrigerant cooler 21st

C point behind first expansion valve 22

D point behind second refrigerant cooler 23

E point before compressor 20

F point behind second expansion valve 40

G point behind first evaporator 42

FK vehicle air conditioning

Claims

claims

An air conditioning system (1) for a vehicle having at least one

Refrigerant circuit (2) and at least one tempering circuit

(3,7,8,90,100,110) for tempering a vehicle interior (4) and at least one vehicle component (6,600,601), in particular an electric or hybrid vehicle,

characterized in that

at least one device (42) for absorbing heat from the

Temperature control circuit (3,7,8,90,100,110) and at least one means (21) for heat dissipation to the temperature control circuit (3,7,8,90,100,110) are provided.

2. Air conditioning system (1) according to claim 1,

characterized in that

the device for absorbing heat from the temperature control a low-pressure side heat exchanger (42), in particular an evaporator, and / or the device for heat dissipation to the temperature control a hochd back heat exchanger (21) of the at least one

Refrigerant circuit (2) is.

3. Air conditioning system (1) according to claim 1 or 2,

characterized in that

at least one device (24,26,36,38,39,33,83,87) to Zu- and

Switching off at least one component (6,21, 25,30,42) and / or a partial circuit or cycle of the air conditioning system (1) is provided, in particular at least one bypass valve and / or

Multi-way valve and / or a bypass line.

4. Air conditioning system (1) according to one of the preceding claims,

characterized in that

a parallel connection of two evaporators (42, 43) of the at least one refrigerant circuit (2) is provided.

5. Air conditioning system (1) according to one of claims 1 to 3,

characterized in that

a series connection of two evaporators (42,43) of the at least one refrigerant circuit (2) is provided.

6. Air conditioning system (1) according to one of the preceding claims,

characterized in that

a single temperature control circuit (3) for cooling and heating vehicle components (6,600,601) is provided.

7. Air conditioning system (1) according to one of claims 1 to 5,

characterized in that

the temperature control circuit for controlling the temperature of vehicle components (6,600,601) comprises a cooling circuit (7) and a heating circuit (8).

8. Air conditioning system (1) according to one of claims 1 to 5,

characterized in that

the temperature control circuit comprises two cooling circuits (90, 100) for operating components (6, 9, 600, 601) of a vehicle, in particular

Hybrid vehicle, at different temperature levels.

9. Air conditioning system (1) according to one of the preceding claims,

characterized in that

one or more pumps (10) and one or more compressors (20) are electrically operable or driven.

10. Air conditioning system (1) according to one of the preceding claims,

characterized in that

a refrigerant usable in the refrigerant circuit (2) is selected from CO ₂ , a hydrofluoroolefin, a tetrafluoroethane.

11. A method for controlling the temperature of vehicle components using at least one refrigerant circuit (2) and at least one

Temperature control circuit (3,7,8,90,100,110), characterized in that

Heat from the Temperierkreislauf is taken on the low pressure side of the refrigerant circuit in this and heat is discharged to the Temperierkreislauf on the high pressure side of the refrigerant circuit of this.

12. A vehicle with at least one air conditioning system according to one of claims 1 to 10.